Railway control system for coincident local and express service



L. D. BARRY June 5, 1962 3,037,462 RAILWAY CONTROL SYSTEM FOR COINCIDENTLOCAL AND EXPRESS SERVICE 5 Sheets-Sheet 1 Original Filed Feb. 28,

June 5, 1962 D. BARRY 3,037,462 RAILWAY CONTROL SYSTEM FOR COINCIDENTLOCAL AND EXPRESS SERVICE Original Filed Feb. 28, 1950 5 Sheets-Sheet 2M m m m June 5, 1962 D. BARRY I 3,037,452

RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE OriginalFiled Feb. 28, 1950 5 Sheets-Sheet 3 AUXILIARY cal/PL ER INVENTOR.

June 5, 1962 D. BARRY 3,037,462

RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE OriginalFiled Feb. 28, 1950 5 Sheets-Sheet 4 IN VEN TOR.

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June 5, 1962 I L. D. BARRY 3,037,462

RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE OriginalFiled Feb. 28, 1950 5 Sheets-Sheet 5 COUPLE? IN V EN TOR.

edema/a42 Unitd 83: 1:6 P Patented June 5, 1962 30 Claims. (Cl. 104 1sThis invention relates to a system and means for railway transit and inparticular to a system employing a means for transferring passengers andgoods to and from a train.

This is a continuation of my parent patent application Ser. No. 146,767,filed February 28, 1950, now abandoned, and is entitled to the effectivefiling date of the parent application. I

The primary object for this invention is to provide a connected localand express service over the same track using the same cars both inseparate units of one or more self-propelled cars for local service andalternately in a multiple-unit train for express service. The trainconsists of a number of local units joined end to end. The units arejoined to the front, progressed to the rear, and later detached from therear of the train to make local stops between trains. Passengers,express, or goods are hereby transferred to and from the train withoutrequiring the train to make any stops, yet leaving ample time for thepassengers to move from car to car.

A further object is to provide equipment needed to make such operationsafe without necessarily reducing train speed upon connecting ordisconnecting a unit.

Another object is to increase the capacity of the track by suchoperation that a two-track rapid transit system can serve at least aswell as a four track system, thus decreasing first cost for newinstallations where four tracks would otherwise be required.

Another object is to enable much shorter stations to sutfice than areused in railway transit where the whole train stops, thus reducing thedistance that some patrons are required to walk to leave stations andthus permitting a first cost and upkeep saving.

Other objects resulting in improved service, safety. and economy are tobe found in the following description of this invention. Otheradvantages may become evident to those skilled in the art oftransportation.

In operating this railway system in accordance with this invention, alocal runs a distance, for example a mile, wherein passengers or goodswhich have left the train are deposited at stops or stations and otherpassengers or goods are taken on. At the end of this distance a train ofunits is due from which the rear unit is detached and to which the unitthat has completed the foregoing local run is attached. The cycle oflocal service is repeated between each train. Complete local service canbe provided by each unit upon detaching from a train stopping first atthe station Where the unit about to join the train has just left, thusmaking that station a junction or overlap point of local service. Byextending the overlap to two or more stations better local service canbe provided at the stations served by two overlapping locals betweentrains. Thus a person wishing to go to a station served by the last uniton the trains that pass his boarding station must take two locals,transferring at the junction, unless he board the local preceding atrain at an overlap station, connect with the train, walk to the rearunit about to leave the train for local stops. Also alternate trains maydistribute units which have completely overlapping local runs. Theoverlap is usually extended to include at least two stations so that thetrains will not interfere with detached units if required to slow downbefore coupling to the unit leaving the second station.

The operation of this system provides in effect what might be called awave-train in which the cars can be regrouped according to requirementsfor different sections of local service. The operator of the joiningunit can become the operator of the train, and the train operator can goto the rear unit to detach and operate it. Operation is flexible in thatthe number of cars in operation can be increased or decreased easily,branch service can be worked into the schedule, and the spacing oftrains and length of local runs can be changed without interruption ofservice.

Accompanying drawings illustrate this invention as ap plied to electricoperation. Other motive power which permits convenient passage betweencars might be used. The system as illustrated is provided with automaticcontrol for regulating speed differences between cars within a specialcontrol circuit limited in range by track and control circuit blocks.The circuits shown provide one method and degree of control whichenables connecting and disconnecting of units without necessarilyreducing train speed.

FIGURE 1 is a portion of a schematic plot plan of the tracks andstations showing trains and units in twoway operation.

FIGURE 2 is a perspective view of a portion of FIG- URE 1 showing atrain about to take on a car and the car which has left the train aboutto stop at a station.

FIGURE 3 is a schematic elevation view of a section of the system whichis repeated end on beginning throughout the system and includes controlblock circuits, track circuits, signals, and other cooperating items.Also included are cars schematically represented.

FIGURE 4 is a side elevation of one and a portion of another car withpart of the trucks cut away to show the motors and certain auxiliaries.The control circuit between the cars is also shown in which a current isrepresented by arrows.

FIGURE 5 is a top plan view of the cars shown in FIGURE 4 one car havingits roof removed to show the interior.

FIGURE 6 is a front view of a car.

FIGURE 7 is a rear view of a car with rear passage opened.

FIGURE 8 is a perspective view frames in closed relation.

FIGURE 9 is a top view of the end passage frame opened out.

FIGURE 10 is a section view on line 1010 of FIGURE 8.

FIGURE ll is a top view of the ends of two cars as they round a curve toshow the relation of movement of car bodies to car end passages turnedwith the trucks.

FIGURE 12 is a schematic diagram of automatic intercar control incooperation with multiple-unit control.

FIGURE 13 is a side elevation of two goods express cars connected and ata freight station.

FIGURE 14 is a top plan view of the cars and station shown in FIGURE 13.

FIGURE 15 is a section broken vertically through the center of apassageway in closed position.

FIGURE 16 is a perspective view of portions of a truck and attachedswivel coupler and passage.

FIGURE 17 is a side elevation of the coupler and friction bufiing anddraw gear having a long travel.

FIGURE 18 is a schematic top plan view of a hydraulic buffer, retractor,and extender as applied to the draft gear.

FIGURE 19 is a partial cutaway longitudinal view of a train linecoupler.

FIGURE 20 is a simple auxiliary safety coupler with of the end passagemagnetic release for use in place of conventional chains and hooks.

Referring to the drawings and in particular to FIG- URE 1, tracks 1 and1 are provided to enable two-way uninterrupted operation. Track 1 is thereturn portion of track 1. Tracks 1 and 1' are looped together at theends of the line. Upon track 1 is shown car 2 about to be joined to thetrain 3 at a suitable difference of speed; while car 4, having detachedfrom train 3, is automatically slowed to a very low speed at whichautomatic stopping controls, to be described further, are disengaged. Ontrack 1 is shown car 24, having just detached from train 23, and car 22about to be automatically started provided the operator of this carholds down a control switch while the car is ready for operation withdoors closed. Along the track are conveniently spaced stations A, B, C,and D. This series of stations is repeated and the series consecutivelynumbered. Stations 1A, 1B, 1C, 1D, 2A and 2B constitute a local runwhich car 4 is shown beginning at station 1A and car 11 is shownfinishing at 2B. Car 2 which has just left the station 1B, the last stopon its local run, has overlapped with the local run from 1A to 28 atstations 1A and 18. Stations A and B are overlapping stations of thelocal runs.

Referring in particular to FIGURE 2, which shows further details of aportion of FIGURE 1, along each track 1 and 1' are run a control lineconductor and a power conductor 12 both supported from poles 13 bybracket arms 14 and insulated from each other and from the ground byconventional strain insulators. Each powered car has two shoe trolleys15 and 16 contacting respectively the control line 10 and the powerconductor 12. The trolleys are mechanically connected together byinsulating member 17 to insure that the control line trolley iscontacting line 10 whenever the car is operated.

Referring to FIGURES l and 4 generally and in detail to FIGURE 3,intercar speed control is provided between powered cars by a controlcircuit consisting of control line 10, rails 7 and 8 or 7 and 8 actingas grounded returns, trolleys 15, and automatic control ACC operating inseries with axle driven dynamos herein shown as direct current dynamos26. This circuit connects the automatic control and dynamo of each carin parallel with those of other cars electrically connected together byline 10. The dynamos generate the control line voltage which isdependent on car speed or they take power from the line dependent oncircuit conditions and the difference from maximum car speed betweenintercontrolled cars. Though the dynamos tend to balance speeddifferences between cars when permitted, the automatic control ACCcontrols the car motors 27, 27, 28, and 28 to balance speed differences.The control depends on intercar current which is under given conditionsin proportion to the voltage difference between cars connected by thecontrol line.

The zone of intercar control should be no longer than needed and shouldextend where used a safe distance on each side of the cars. To limit thezone of control, insulators 29 or 29 are provided in line 10, FIGURE 3.Where required for intercar control insulators 29 are bridged by a relayswitch 30 which upon dropping shorts insulators 29 extending the zone ofcontrol. Bridging relay 30 has back contacts held open by a currentthrough battery 31 and front contacts of relay 32. Relay 32 is energizedby a track circuit.

Single rail track circuits are provided by insulators 36 in rails 7 and7, transformer feeds 37, and track relays 32, 33, 34, and 35 acrossrails 7-3 and 7--8'. Impedance bond track circuits might likewise beused. Where intercar speed control is needed insulators 36 are spacedabout halfway between control line insulators 29 which are spaced at adistance equal to or greater than the automatic service or safetystopping distance required by the cars at maximum speed. The distancebetween insulators 29 or between insulators 36 is called a block.

Variation of the length of the zone of control for a single car is froma minimum of one-half block to one and one-half blocks in advance aswell as to the rear of the car. Upon approaching another car of anytype, the zone of intercontrol varies from one to two blocks between thecars. The track circuit extends the control ahead one block upon beingshorted and retracts the zone at the rear one block when the preceedingtrack circuit is cleared.

To stop a disconnected car without also slowing down the train, intercarspeed control is prevented in a stopping zone by control line insulators29' which are spaced less than a car length apart and suspended bycatenary wire suspensions 38 throughout the stopping zone.

To assure safety in traversing this stopping zone from other cars beingtherein to a required distance beyond, the following are provided:signals 4 and 41; orders for cars or trains to approach the stoppingzone at least one block apart; and an automatic train stop line 42 whichgrounds the control line to the rear of the stopping zone when thestopping zone to a point beyond is occupied and so grounds the controlcircuit of any train electrically connected to the grounded portion ofthe control line, the resulting control current being of a particulardirection which causes the train to be stopped as later explained. Astopping zone track circuit which operates signal 40 through track relay33 runs from the beginning of the stopping zone to automatic stoppingdistance beyond or as shown in FIGURE 3 to one-half block beyond, withsignal 41 operated through track relay 34 to indicate the condition ofthe next block at a distance therefrom to allow stopping before themiddle of the next block is reached. Signals 41 can also be provided toindicate the whereabouts of cars to be joined. Relay 33 when energizedmakes a clear track indication at signal 40 through front contacts ofits upper contactor 33a and when deenergized makes a stop indication atsignal 40 through the back contacts of contactor 33a. Through backcontacts 33b of relay 33 is run automatic train stop line 42 between thecontrol line 10 and the ground in series with front contacts of relay357 The shorting of the control line stops the cars connected thereto asexplained later.

To insure that the rear cars of a train are not braked by this stoppingdevice as the train enters the stopping zone, a track circuit of carlength is provided just ahead of the stopping zone track circuit, andthe coil of relay 35 is connected across this short track circuit to bedeenergized when a train is crossing it, preventing the connecting oftrain stop line 42 until the train has cleared the short track circuit.

Indication is given at B stations that the train is approaching in timefor the operator of the car, conductor, or station attendant to closestation gates 45 and car doors 46 and 47 and the operator make ready forautomatic operation of the car before the control line connects the carand train electrically, otherwise stopping the train. Relays 48,connected across one or more track circuits ahead of B stations, makecontact in parallel to complete a circuit through battery 48 toindicator lamp or hell 49.

Referring in particular to FIGURE 12 and for further reference to FIGURE4, the cars are provided with both multiple-unit operator control, usingan ordinary master controller K, and automatic intercar speed controlwhich operates separately in each car. The two controls are tiedtogether in notch-up relays U and tie-in relays DT. The control will befurther explained in detail because of its novel nature.

The automatic control circuit operates on the principle that two or moreshunt generators connected across a line will run either as a motor orgenerator according to whether they receive or send current to the linewithout reversing in direction of rotation when changing from motor togenerator action. Thus the direction of the current through the controlcircuit will depend on whethr er the car is operating below the highestcar speed or operating at the highest speed in the interconnectingcircuit. Between cars of a train or cars operating at equal speed therewill be no appreciable current, while between a car or group of carshaving different speeds there will be considerable difference ofgenerated voltage and consequently current when electrically connectedby the control line.

The control circuit dynamo 26 is driven oif a shaft extension from oneof the traction motors 27 and is separately excited by a train carlighting type fixed polarity generator G likewise driven from anothertraction motor 28. This separately excited direct current dynamo, whileoperating similar to the shunt generator described, can have acharacteristic whereby voltage increases approximately as the square ofthe speed thereby causing the same difference of speed between cars tohave more regulating effect the higher the speed.

The automatic control ACC is provided with switches which set up thecontrol line circuits through the proper line and relays according tothe desired or required conditions of control. The conditions of controlare namely Controlled, to be accelerated or retarded to zero controlcurrent; Neutral, to be retarded to zero control current; andControlling, to not be controlled unless a control circuit overloadbypasses this setup and to enable the overtaking of cars at a safedifference of speed. The switches, relays, and auxiliaries whichcooperate to direct the control current according to conditions ofcontrol are grouped in FIGURE 12 by phantom lines and called a directorDIR.

Director DlR has hand operated Controlled switch 70 and Controllingswitch 72, which upon being held down against spring compression placesbattery 74 in parallel across train line wires 76 and 77 or 76 and 78respectively. Across wires 76 and 77 is connected Controlled relay 80which upon being energized through switch 70 connects the automatic carcontrols to the control line for complete control to accelerate orretard the car or train. Across wires 76 and 78 are connectedControlling relays 82 and 84. Relay 82, energized through switch 72,together with relay 83, energized by a control current, connect in acircuit having no controls therein but which can be bypassed by theautomatic car controls upon overload. Relay 84 upon being energizedthrough switch 72 connects the circuit which enables the overtaking ofcars. By means of the train line the conditions of control are the samein each connected car. The controls of each car operate the same.

Polarized relay 86 prevents any current in the direction which wouldstart or speed up the car from reaching the car controls unless theoperator holds down the Controlled switch 70. Relay 86 allows a stoppingcurrent to operate the car controls when relay 82 or 83 is deenergized,that is making lower contacts, or upon the closing of the polarized oneor more of overload stopping relay 88 or overload relays 92., 94, or 96.The normally engaged back contacts of relay 86 are in series in a lowresistance bypass 98 of car controls which permit the completion of thecontrol circuit between cars so that faster cars within the circuit willbe slowed when required. Front contacts of relay 86, readily engaged bya stopping current, permit the slowing of the car provided relay 82 or83 is deenergized or if relays 82 and 83 are energized and any of relays88, 92, 94, or 96 are engaged by an overload current.

Polarized overload stopping relay 88 has overload pullin coil 89 inseries with the control current and holding coil 90 in series with thefront contacts to hold this relay and permit the car to be slowed tozero control current which occurs at what will be called balancingspeed. Polarized relay 88 operates only on a stopping current of morethan the highest permitted value but is held until the control currentapproaches zero.

Relay 83 has back contacts in series with front contacts on relay 82.Relay 82 has back contacts which make the same connections as when relay82 is energized and relay 83 is deenergized. When relay 8'2 is energizedthrough switch 72 the control circuits are unchanged until relay 83 isenergized by a control current. Relays 82 and 83 close through theirfront contacts in series a circuit branch from the control line throughtrolley 15, the coil of relay 86, coil 89, the coil of relay 83, frontcontacts of relays 82 and 83, resistance 100, and ammeter AM to dynamo26. This path does not include the car controls. Relay 84 being at thesame time energized closes a circuit through an adjustable voltagesupply, battery 104, and a field'on dynamo 26 opposing the main field,contrary field 106. This contrary field reduces the generated voltage ofthe dynamo and enables a predetermined difference of speed to existbetween cars at zero control current.

When a train or car enters at speed into intercontrol with a slow orstanding car a large control current flows along control line 12 fromthe faster to the slower train or car whatever the condition of control.If the current is above a maximum allowable value relays 88 operate atonce in the speeding cars to connect stopping relays. If the current isnot above this maximum it must also be reduced to zero within a timelimit. The operator can read ammeter AM while holding down Controllingswitch 72 and tell when the intercontrol connects up and whether the carahead is responding to the control current by accelerating, which isindicated by a dropping of the ammeter reading without his car or trainbeing slowed. If the current does not fall off to set values withindefinite time intervals after the control current starts, the train mustbe slowed either by the operator or automatically.

The direction of this control current depends on which end of the car isforward in motion and the mechanical and electrical connections todynamo 26. The dynamos of the cars are similary connected and the carsare lined back to front on the track. The cars can safely operate ineither direction on a stretch of track by reversal of the tractionmotors, since generator G has fixed polarity the dynamos will reversepolarity with reversal of direction of movement. The cars should not beturned end for end without extra precaution.

When the control current does not drop off within limits the Controllingcondition is automatically made ineffective by the path throughresistance 100, which provides no control, being bypassed with a circuitthrough the car controls.

A definite time-limit multicontact relay 108 starts operating upon asubstantial control line current being established through its operatingsolenoid 110. This relay, having a timing mechanism similar to what iscommonly provided with this type of relay, connects after an intervalthe coils of overload relays 9'2, 94, and 96 in timed sequence to ashunt circuit across resistance and the front contacts of relay 83 whichare at the same time engaged. The overload relays are set forsuccessively lower values so that if the car to be joined is notaccelerated to sufiicient speed at any time before balancing speedshould be reached an overload relay will operate. Overload 96 isconnected when the car to be connected has had time to reach balancingspeed as a final check of the control current down to a value whererelay 83 drops and thereby opens the Controlling path through resistance100 and closes the circuit to the car controls. From then on as long asintercontrol is established the control line current should not becomelarge enough to operate relay 83 or the solenoid 110, the track beingclear of rail trafiic for at least two blocks ahead of the car to beconnected.

Overload relay 92, 94, and 96 make contacts upon overload to connect thecar controls to the control line through relay 86 which checks thedirection of current to prevent a car from being accelerated thereby.Relay 92 has a holding coil which is connected upon overload to hold therelay contacts closed until relay 94 is connected and relay 95, whosecoil is in series with the closing of relay 94,

opens the circuit of relay 92. Similarly relay 94 has a holding coilwhich holds the relay if overloaded until released by relay 97 whosecoil is in series with relay 96. Since relay 96 operates on most any lowcurrent, no holding coil is needed. More overload relays can be used toprovide a closer check on the falling otf of the control line current.The timing relay 108 resets when solenoid 110 releases on low current.

The director DIR, in conclusion, always sets up safe control circuits inspite of the operators use of the two switches therein. If neitherswitch 70 or 72 is used a car or train is controlled to the speed of theslowest car in the zone of control. If both switches 70 and 72 are helddown the Controlled condition is established.

The automatic intercar speed controls are connected in series withdynamo 26 through contacts on a polarized relay 112 upon the closing ofrelay 80 or the closing of front contacts on relay 86. Relay 112 has itscoil in parallel with either of two banks of control relays according tothe direction of the control current. Relay 112 makes front or backcontacts thereon according to whether the control current isrespectively in the direction which is to accelerate the car or in thedirection which should slow down the car respectively called a startingand stopping current. Current direction reading relay 112 is sensitiveto operate before the relays it connects can operate.

The back contacts of relay 112 connect in notch-down relays D1, D2, D3,D4, D5, D6, D7, and others if required to give the desired number ofsteps. These relays operate in sequence through front contacts of thepreceding relay. These relays are held closed only as long as thereflows a sufficient stopping current through the coils. The coils ofthese relays are in series with coils in tie'in relays DT1, DTZ, DT3,DT4, DTS, and DT6 respectively and operate in parallel with each other.The more relays D1, D2, D3, etc. operated in parallel the stronger isthe minimum control current required to hold them. This paralleloperation is not objectionable if all these relays can be held by aminimum current that requires no further control of the car speed.Relays D1, D2, D3, etc. can be of the dash-pot type to provide thedesired time delay. Relay D7 closes front contacts to coil 114 whichoperates the brakes which are standard equipment and therefore notshown.

The front contacts of relay 112 connect in notch-up relays U1, U2, U3,U4, U5, U6, and others if required for closer speed control. Theserelays notch up in sequence or in groups to accelerate the car. They areoperated from the master controller K in groups or singularly throughleads a, b, and c to the upper coils of these relays. They are operatedby the control current through the lower coils. Relays UB1, UB2, UB3,UB4, and UB connect in the bottom coils of relays U2, U3, U4, U5, and U6respectively and in sequence, and are operated by the control currentthrough the lower coils of relays U1, U2, U3, U4, and U5 respectively.Relays UB can provide time delay if desired. Notch-up relays U1, U2, U3,etc. each have a holding coil which holds its relay closed upon closingand holds the notched-up condition of its relay until its holdingcircuit is opened. The holding coils are the middle coils on the relaysand each holding coil is in series with the front contacts of its relay.The holding coils are connected in series across battery 129 as thenotch-up relays close. One wire from the holding coil on each of relaysU1, U2, U3, U4, U5, and U6 is run in series with the required resistanceand back contacts of relays DT6, DT5, DT4, DT3, D12, or DTirespectively. Relay DT thereby permit the notch-down relays to open thenotch-up relays one at a time from the last notch-up to the first. Thenotch-down relays when deenergized do not effect the notch-up relays.The lines from the holding coils continue to tie-in cylinder 124 whichdetermines the position and operation of a shunt pilot motor 128.

Pilot motor 128 turns the cylinder 124 through shaft 130, form 131, wormgear 132, and shaft 133. Against the circumference of cylinder 124 thelines from the holding coils of relays U1, U2, U3, U4, U5, and U6 makecontact through brushes, in order from right to left, FIG- URE 12.Cylinder 124 has a cylindrical stepped conducting face 125 which has anincreased circumferential rap or step with each brush length to theleft. On each step is a conducting rectangular patch 126 insulated fromthe stepped face. The remainder of the circumference is insulatingmaterial 127. The face of the cylinder is smooth so that the brushes mayride over it. The stepped face is insulated from the cylinder with alead to slip ring 135. The patches 126 likewise insulated are allconnected together by a lead to slip ring 138. A brush on slip ring 136completes its circuit through the coil of relay 140 the lower coil ofrelay 152, and back contacts of relay 142 to battery 120. A brush onslip ring 138 completes its circuit through the coil of relay 144 andthe same coil of relay 152 and back contacts of relay 142 to battery120.

The energizing of a U1 to U6 relay holding coil sends a current throughits brush on tie-in cylinder 124 which is then making contact witheither the stepped face 125 or its rectangular patch 126 on thecylinder. If the brush is making contact with the stepped face, relay140 operates, closing front contacts to drive pilot motor 128, whichoperates contactors 146 on shaft 133 by cam action or wheel motion as inthe accelerator used on PCC cars, or a cylinder controller may be usedfor operating the main power contactors. Motors, reverse, cut-out, andcon tactors are of common practice. The pilot motor operates until allbrushes on cylinder 124 are nonconducting through stepped face 125dropping relay 140. The last conducting brush now being in contact witha rectangular patch 126 holds relay 144 open thus opening the pilotmotor circuit and stopping the pilot motor. When the current throughholding relay 144 ceases, the relay drops and makes contacts which drivethe pilot motor in reverse until the current again flows or until thepilot motor circuit is disconnected. The field 129 of the shunt pilotmotor 128 is connected across battery 150 in series with front contactsof relay 152. The armature of the shunt motor 128 is connected acrossbattery 150 in series with front contacts of relay 152, and backcontacts of relays 140 and 144 in series which are in parallel withfront contacts of relay 140 50 as to provide reversible operationdependent on the position of relay 140 and to provide for stopping thepilot motor upon the lifting of relay 144 or the dropping of relay 152.FIGURE 12 shows the details of this arrangement.

Relay 152 opens the pilot motor circuit upon the opening of the circuitthrough its upper coil in series with battery 154 and turn-limit switch156 opened by projection P on cylinder 124 when moving to the limit oftravel in off position of the contactors. The lower coil of relay 152 isadded in series with the tie-in circuit of battery 120 to enable thepilot motor circuit to be closed in the off position by a currentthrough the tie-in circuit of battery 120.

Relay 142 opens the tie-in circuit of battery 120 when the controller Kis turned to the full off position through contacts 157 added tocontroller K and connected in series with battery 158 as shown in FIGURE12. The circuit is broken at ee' for clarity.

The contactors are opened by the controller in the fulloff position asis standard practice, and the pilot motor can then take its timereturning to off position.

The operation of the controls is illustrated by the following examples.

Suppose the operator turns the controller K from off to full speedposition connecting control circuit lines a, b, and c with the powersupply voltage. Then line a closes relay U1; line b closes relays U2 andU3; and line 0 closes relays U4, U5, and U6. Relays 140, 144, and 152are energized and raised, and the pilot motor is thereby connectedacross battery 150 and driven to bring the contactors into full-speedposition. As the cylinder 124 is turned by pilot motor 128 the brusheson the cylinder which were all in contact with the stepped face 125 inoff position successively from the right make contact with theirrectangular conducting surfaces herein referred to as patches 126 andthe insulated surface 127. The pilot motor operates until the brushconnected with the holding coil of relay U6 is contacting only patch126, holding relay 144 up and dropping relay 140, stopping the pilotmotor at full speed position. The circuit for bolding the pilot motor isas follows: battery 120, lead to front contacts of relay U1, holdingcoil on relay U1, front contacts of U2, holding coil on U2, etc. tofront contacts of U6, holding coil on U6, front contacts of DT1 to brushon left of cylinder 124, patch 126, lead to ring 138, brush thereon tocoil of relay 144, lower coil of relay 152, back contacts of relay 142to battery 120 in series. The armature of the pilot motor 124, beingconnected in series with open contacts of relay 144, is thereforestationary even though its field is energized by battery 150 throughclosed contacts of relay 152. Before the cylinder 124 arrived at fullspeed position relay 140 was energized through face 125 and ring 136 inseries with the above mentioned portion of the circuit from battery 120to the brush on 124, and the pilot motor armature was connected tobattery 150 in parallel with the open contacts of relay 144 throughfront contacts on relay 140 then closed.

Suppose a stopping current from another train is received which opensDT1 and DT2 without necessarily closing D2. The holding coils of relaysU6 and US are deenergized even though the operator holds relays U6 and Uclosed through line c. Relay 144 drops while relay 140 with backcontacts closed drives the pilot motor in reverse until the brushconnected by the line to holding coil of relay U4 connects with therectangular patch and lifts relay 144 stopping the pilot motor at aspeed position under full speed.

Suppose the stopping current dies out. Then DT1 and DT2 close, and thecontrols may be notched up in full again either by the operator holdingthe controller K notched full or by an accelerating current being laterreceived. The controls may remain at this intermediate speed positionwhen the controller is notched above fulloff and is at or below thisintermediate speed position and when the control current does notrequire further control.

Similarly the pilot motor may return the contactors to any requiredposition without first returning to the otf position by the successiveopening of relays DT1, DT2, etc. with time delay provided therebetweenallowing the pilot motor to return the contactors so that the brushes ofthe holding circuits for relays U6, U5, U4, etc. engage their respectivepatch 126 on cylinder 124 as these hold ing circuits are opened byrelays DT1, DT2, etc. respectively. Then when the stopping currentapproaches zero relays D1, D2, etc. cease to close, stopping the furtherreturn of the pilot motor. The relays D1, D2, etc. which were closeddrop, and relays DT1, DT2, etc. which have opened are closed as byspring pressure restoring further control of the pilot motor to theaccelerating relays U1, U2, etc. This will enable smooth operation andfine adjustment of speed required to give a small but definite value ofspeed difference determined by the tap on battery '104 connected forjoining cars at speed.

Uncoupling of the cars, followed by automatic braking of the unit whichleaves the train, is controlled through hand switch 160, normally open,which when closed against spring pressure enables a current to flowthrough the coil of relay 162 provided the front end doors are closed.Relay 162 upon being energized closes a circuit through battery 158,train line coupler release solenoid 166, auxiliary coupler solenoid 168,and main coupler solenoid 170 having contacts 172 which close when thecoupler opens. Switch 172 connects battery 158 to train line wire 174which energizes the pull-in coil on. each stick relay 176 on the cars ofthe detached unit, the coil 178 on each relay :17 6 being connectedacross lines 174 and 76. Line 76 can be grounded. The energizing ofrelay 176 closes a circuit across battery 158 through the upper coil ofrelay 142 connected in the circuit broken at d-d, 'FIGURE 12, whichcircuit also in cludes back contacts of relay 182, the coil of brakeoperating relay 184, and the hold coil of relay 176. Relay 142 whenenergized opens the circuit through pilot motor control relays and 144which return the pilot motor to off position of the contactors. Relay182, being deenergized, permits the braking to continue until at a lowspeed it is opened by the circuit through its coil. Relay 182 isenergized through battery 186 and back contacts of relay 188. Thiscircuit is broken at ;ff'. Relay 188, having been held open by currentflowing from generator G, closes at low speed when the generated voltagefades out. The lifting of relay 182 drops relay 142. The operator is nowable to accelerate the car.

The cars shown in the accompanying drawings are specially constructed toadapt them to operate satisfactorily and have a large safety factor inwave-train service.

Truck frames 200 include an extension 202 on which end platform 204 ismounted by springs 206 shown in FIGURE 16. An opening 208 is provided inthe extension 202 for a tight-lock coupler 210. Other openings 212 and214 are provided through which auxiliary couplers 216, FIGURE 20,operate and hold. One auxiliary coupler is attached to the right-handside of the platform 204 to engage in the hold 212 on the left ofajoining truck. The tightlock coupler with draft gear 218 pivots with thetruck. Platform 204 is curved to slide against curved member 202 on thecar body which has a radius to the pivot axis of the truck. Platform 204has grooves 222 and 223 in which operate door frames 224 and 225 shownin FIGURES 8, 9, 10, 15, and 16. They open from the middle outward toform a wide passageway. Trolley wheel ways 226 and 227 are provided inpassage cover member 228, FIGURE 15. This cover member is pivoted at 229on the axis of the truck pivot and is turned with the shifting of thetruck through the lower platform and the rigid door frames 224 and 225(see FIGURES 11 and 16). The back passage cover member is designated228'; which is shown longer than 228, since obstruction of the operatorsview need not be considered at the rear. Car member 230 is curved to theradius of its distance from the truck pivot axis and to this curve thepassage cover 228 is fitted for turning.

The truck with attached pasageway and couplers presents a front which isalways practically at right angles to the track tangent therebypermitting approaching car couplers and passages to line up practicallyparallel on curves and thereby enabling the couplers to safely meet atspeed. The shifting passage permits tight locking between all joiningfaces stabilizing the movement of the car ends, FIGURE 11.

The front of the rapid transit cars are provided with Windows 231, 232,233, and 234, as shown in FIGURE 6, to enable the operator to have agood view of the right-of-way. Windows 232 and 233 are in doors 242 and243 which upon being opened or closed move in top guide track 246 andbottom guide 247. Along the meeting edges on each of doors 242 and 243are attached inclosure members 248 and 249 respectively. Inclosuremembers 248 and 249 are the mirror image of each other and are connectedto passage frames 224 and 225 respectively as shown for 249 in FIGURE15, member 248 being shown in FIGURES 2, 4, and 5. Each passage frame224 and 225 has projections 250 and corresponding depressions 251 whichinterlock with those of joining cars so that when the operator opensdoors 242 and 243 and passage frames 224 and 225 the passage frames ofthe joining car are thereby opened to prevent an opening to the outside.The doors 242' and 243 can be held steady when not being opened orclosed by means such as pinch han- 1 1 dles 252 similar to those used oncar Window curtains. When doors 242 and 243 are opened, windows 231 and232 are overlapped as a double window. Likewise windows 233 and 234overlap. As the car trucks shift the end passage frames, the doors 242and 243 remain steady while the inclosure members 248 and 249 extend orretract to inclose the gap between the passage frames and the car doors.Side guards may he used in addition to inclosure members 248 and 249.

The train line couplers may be placed on the front of end platforms 284,since the platforms need not have practically any movement between eachother when joined. Flush train line couplers 254 and 255 are provided toprevent ice interference and provide inclosed contacts. Each endplatform is provided with a male coupler 254 and a female coupler 255spaced to meet respectively a similar female and male coupler of thejoining car. FIGURE 19 shows line couplers 254 and 255 about to meet.The male coupler 254 comprises a housing, a hollow cylinder therein,contacts on the cylinder embedded flush therein and connected each to aline of the train line, insulating material surrounding the contacts andheld in the housing, a lever arm 256 connected by offset rod to the backof the hollow cylinder and pivoted at 258, a spring 259 to hold thecylinder in the housing, and relay 166 having a latch held outward by aspring 260 to engage and hold an extension of the lever 256 in outposition of the cylinder. The female coupler 255 comprises a housing, aninsulating cylinder, a spring holding the cylinder flush with the faceof platform 204 against stops at the back of the cylinder, longitudinalbar contactors spring loaded against the cylinder and spaced tocorrespond with the contacts on the male cylinder. The cylinders ofjoining couplers have the same diameter and are engaged by the operatorthrough the lever 256. Only one set should ordinarily be engaged betweencars.

The tight-lock couplers 210 normally extend from the uncoupled cars asshown in FIGURES 2, 4, 5, and 16 and have a wedge 268 at the other endof their shank 270 which is engaged between suitable material such asrubber 272 faced with a material that will take wear such as steel rodsbent vertically at the ends away from the center to prevent lateralmovement, FIGURE 17. The rubber 272 is held in a hollow slot 274 indraft gear member 218. Member 218 has a hole 278 through which passesthe kingpin for the truck.

From each side of the draft member 218 extend rigid arms 280 and 281 tohold respectively hydraulic or air cylinders 282 and 283 as shown,FIGURE 18. The cylinders are connected together at their backs by pipe284 and at their heads by pipe 286 to balance pressures betweencylinders. Each'cylinder has a piston 288 having therein at least onevalve 290 to permit passage only toward the head. From the sides of thewedge extend rigid arms 292 and 293 parallel to arms 280 and 281. Thepistons are parallel and connect each with an arm 282 or 283. Areversible delivery pump 291 is connected between pipes 274 and 286 andis used to pump the pistons inward to join the cars completely when thecouplers are not retracted fully by the momentum spent in coupling.

Upon coupling cars the couplers are moved inward by the relativemovement of the cars dissipating energy in the friction draft member 218and in the piston valves 290. Pump 291 is operated by motor 291' startedby the closing of the tight-lock couplers or by the conductor andoperator and stopped upon the closing of the auxiliary coupler by use ofcontacts 294 and 295, FIGURE 20.

Upon uncoupling cars relays 166 and 170 are energized and the pump motor291' is reversed by any of these or another relay not shown and can bedriven to pump the coupler back out to the limit of travel by limitswitch control not shown. Valve 290 remains closed under low pressure.

A portion of a goods express unit is shown in FIGURES 13 and 14, and isprovided with a hand pushed railway within the cars to facilitatemovement of goods from car to car enroute. The track 296 is laid on topof the floor and between cars a laminated, telescoping, and hingedsection 297 is provided to provide the flexibility, extensibility, andremoveability required. The track is shown on out-swinging side doors298 in the sides of the cars. If any of these doors are open the unitcan not operate. The track is provided with turn tables 300 and wherethe track is extended to the station platform 302 a portable turn table304 is provided to align with the tracks within the cars. An operatorsbay 306 is provided on each powered goods express car.

Having described the embodiments of this invention as shown in theaccompanying drawings a few considerations may help to reveal thebroader aspects thereof.

Two control lines each divided into blocks by insulators positioned eachopposite the middle of the other control line block will dispense withthe track circuit in so far as connecting tne control line blocks isconcerned. An extra control current collector will be required for theadditional control line. Third rails can replace the trolley lines.

The same cars can connect with a train from the rear and leave from therear thus providing what can be called rear end transfer service. Thisvariation of service will require sidings and switch controls which canbe provided at the end of each local run distance. The transfer servicerequires that the car or unit travel comparatively much faster than thetrain to catch up with the train, while in wave train service the car orunit need not travel as fast as the train until connected thus enablingthe car to conmeet with the train in a much shorter distance than ispossible with rear transfer service for a given train speed.

The intercar speed control not only provides a means for safelyconnecting cars at speed but also can be used to guard against collisionbetween cars or trains and permit close scheduling of trains. Intercarcontrol may take on various forms and variations without departing fromthe intended development of this invention. Modifications of the controlmay readily suggest themselves to those skilled in the art.

I claim:

1. In railway transit a railway suitable for wave-train operation whichcomprises in combination, a track, stations spaced at intervalstherealong, trucks and multipleunit cars mounted thereon and on saidtrack, self-propelled units of one or more said cars to provide localservice as a unit and express service in wave trains made up from one ormore units to which said units join at the front, progress to the rearby coupling and uncoupling of other said units, and uncouple at therear, automatic couplers mounted on said cars to turn with the movementof said trucks on said cars, end passageways on said cars to permitpassenger movement between cars, a control conductor paralleling saidtrack, a current collector on each said unit contacting said conductor,insulators spaced in said conductor to limit the extent of controlcurrent, means for bridging electrically past said insulators when asaid unit is within the vicinity of said insulators, a direct currentdynamo on each said unit driven and excited to provide a voltagedependent on car speed whereby a given voltage produced representssubstantially a particular car speed, electrical conducting meansconnecting said dynamos on units connected electrically through saidcontrol conductor, said dynamos being connected with like polaritiestogether when said cars are operated in the same direction along saidtrack, current direction detection control means connected in thecircuit through the said dynamo on each of the said self-propelled unitsand arranged to reduce current through the said dynamo of that unit bycontrolling the traction motors of the unit whereon located to reducethe speed difierence between trains by automatically accelerating theunit upon the approach or another unit until the control current 13between the units is substantially Zero, and means for varying theoutput voltage of the circuit of a said dynamo to provide a speeddifierence between units at zero control current which is safe forcoupling.

2. In a coincident local and express system in which vehicles areuncoupled from a train to make local stops, a train having at least oneself-propelled enclosed car endward thereof, said car having incombination, a railroad coupler for coupling to the car ahead, a passageto the forward car, means for closing and securing closed said passageon both of the coupled cars, operator controlled means for opening saidcoupler from within said car when said passage is closed, control meansactuated by the pulling out of the coupler pin for disconnecting powerto the traction motors and applying brakes to slow the car to a low safespeed to separate from the train, operator switch means and meansresponsive to the speed of the car and controlled by said switch meansfor re leasing the brakes and returning control to the operator when carspeed is reduced below a predetermined value.

3. In railway transit a system combining local service with expressservice comprising in combination, a railway track, a multiple-unittrain thereon having end passage between cars, means including anoperator for detaching therefrom at speed a unit of one or moreself-powered cars, means for automatically slowing the detached unit toa safe speed upon uncoupling without necessarily reducing train speed,means including an operator for operating said unit alone to continuerunning to make a local run, means for automatically controlling thespeed of said unit wherever approached along said track by a saidmultiple-unit train to start and bring said unit up to a suitabledifference of speed between said second train and said unit at adistance apart providing a suitable safety factor, coupling means forautomatically connecting said unit to said second train at saiddifference of speed.

4. in a railway system, the combination of a vehicle route; a first anda second vehicle thereon, said first vehicle being ahead of said second;coupling means for coupling said vehicles; means along the route and oneach said vehicle to complete a circuit which represents the speeddifference between vehicles as a direct current having a direction oneach said vehicle determined by which vehicle is traveling faster, saidmeans extending for a distance to complete the circuit between saidvehicles to beyond a safe stopping distance apart; current directionsensitive means controlled by said last mentioned means to acceleratesaid first vehicle to a safe speed difference for coupling said vehiclesat speed.

5. The combination; a railway track, multiple-unit trains thereon, endpassages between the cars of said trains, automatically operatedcouplers and connections at the ends of said units; a two-way controlcommunication system between units for comparing speeds, automaticcontrol means connected in said system and including accelerating meansand decelerating means to be actuated in accordance with a speeddifierence between units above a predetermined safe difference foraccelerating the slower and decelerating the faster of two rail units toestablish a predetermined speed difierence therebetween for coupling atspeed, switch means for connecting said accelerating means in saidsystem so that an operator can select whether the unit can beaccelerated by a faster unit, switch means for disconnecting saiddecelerating means from the system so that an operator can postponeslowing of his unit by a slower unit, circuit means for bypassing saidlast mentioned switch means and including delay means for closing thebypass, said delay means being connected in said system to be actuatedby an initial signal from another train for a period of safe delay topermit the other train to balance its speed therewith, means limitingthe range of said control communication to the distance between unitswherein control therebetween is desired; said units being operated as 14locals to pick up and discharge passengers and alternately as cars in apassenger express train by the acceleration and coupling of the units atthe front of the train and the later uncoupling of the units from therear, passengers being enabled to select the proper car for the desiredlocal run.

6. In a railway control system in combination with a vehicle way andself-propelled rail vehicle units traveling in a given directionthereon, a control circuit between said vehicle units which includes anelectrical generating device on each of said units dispensing a voltagerepresenting and dependent on vehicle speed, conductors running alongsaid way and circuit means on said units connecting said generatingdevices across said conductors whereby a control current can flowbetween said vehicle units, and current direction discriminating meansin said control circuit for automatically controlling the speed of asaid vehicle unit according to the current direction through the saidgenerating device on the vehicle unit being controlled thereby.

7. In a railway control system means for automatically regulating speeddifferences between trains within a zone of interspeed control andcomprising in combination, a length of track, trains thereon, a loopcircuit connected between each of said trains, at least one directcurrent dynamo on each said train, said dynamos being connected in saidloop circuit and driven and excited to vary their output voltage withtrain speed and provide opposed and equal voltages when their respectivetrains are operating at substantially the same speed in the samedirection along said length of track, automatic traction motor controlshaving automatic accelerating relay means for closing circuits of themotor controls and automatic decelerating relay means for opening thesecircuits and for applying brakes on each said train, current directiondetection means in said loop circuit on each said train for selectivelyconnecting said accelerating means or said decelerating means to saidloop circuit to respectively accelerate or decelerate the train whensaid dynamo thereon is substantially operating as a motor or generatorrespectively with said loop circuit closed, operator controlledelectrical switch means for connecting said accelerating means throughsaid detention means to control acceleration of the train with a currentin said loop circuit having a direction through the dynamo on that trainindicating that the dynamo is functioning as a motor, said currentdirection detection means being arranged to conduct current todecelerate the train when said dynamo on that train functions as agenerator.

8. In a control system as in claim 7 on one or more of said trains; asecond electrical operator controlled switch means, a relay having frontcontacts and having its coil connected in said loop circuit to beenergized by a strong current therethrough as results from the traincompleting a control circuit with a standing vehicle and circuit meansconnected by contacts of said second switch means in series with saidfront contacts so that an operator in conjunction with a strong currentin said loop circuit which closes said contacts can disconnect saidcontrols from said loop circuit, delay means actuated by a controlcurrent substantially greater than that required for operation of saidcontrols, a plurality of contact points closed in succession byactuation of said delay means, overload relay means energized from saidloop circuit through said contact points arranged to require lesscontrol current to operate upon the closing of successive contactpoints, said overload relay means being rated and connected to returnsaid controls to said loop circuit when required to slow the train.

9. A control system for controlling the speed ditference between two ormore trains within a Zone of control and which comprises, a trackway,railway vehicles thereon, conducting means paralleling said trackway forcompleting a control circuit between vehicles, control circuit means onsaid vehicles connecting said conductive means in a closed electricalcircuit between vehicles, a dynamo developing simultaneously similarpolarity on each said vehicle when moving in the same direction alongsaid trackway and the output of said dynamo being connected in thecircuit of said control circuit means on the vehicle whereon the dynamois located, means driving and exciting said dynamo in such a way thatthe voltage generated thereby varies with the speed of the vehicle onwhich the dynamo is located and whereby the same voltage on each vehicleelectrically connected by said conductive means represents the samespeed on all of these vehicles and whereby a ditierence of voltagebetween vehicles causes a current in the circuit between these vehicles,and a polarized relay having its coil connected in series in saidcircuit to detect whether a said dynamo is operating as a motor orgenerator and means controlled by said relay to decelerate a saidvehicle when its said dynamo is operating as a current generator.

10. In a control system for railway vehicles as in claim 9, fieldadjustment means for varying the output voltage of the dynamo within alimited range that provides a safe speed difference adjustment betweenthat train and other trains when the control circuit is closed betweentrains; the current in the control circuit then balances tosubstantially zero at the safe speed difference selected.

ll. In combination, a first voltage source, a second voltage source,said first source being a dynamo driven and excited to develop a voltagecaried with and representing the speed of a vehicle, said second sourceproviding a voltage representing a limiting speed for the vehicle, acircuit connecting both said sources in series opposing and includingcurrent direction detection means in said circuit, and control meansconnected to said detcction means for controlling the speed of thevehicle according to the current direction through said detection means,whereby the maximum speed of the vehicle can be limited.

12. In a railway system, a stretch of track, trains thereon, signalingmeans on each said train establishing a control signal representing thespeed of the train on which the signaling means is located, conductingmeans for carrying said signals between trains, and means associatedwith said conducting means to maintain said conducting meansnonconducting between trains until said trains are within apredetermined distance apart, reading means for detecting and evaluatingsaid control signals to determine the speed difi'erence between trainswhen connected "by said conducting means, means controlled by saidreading means for regulating the speed of each said train to balance outa speed diiference between said trains when electrically connected bysaid conducting means and comprising, accelerating means anddecelerating means, a first switch means engageable by the operator forrendering said accelerating means for that train operative upon theapproach of another said train, a second switch means engageable by theoperator for rendering said decelerating means inoperable for a limitedduration, means for checking the reduction of the speed differencebetween trains and for actuating said decelerating means when one saidtrain approaches another said train and the speed differencetherebetween exceeds desired limits, whereby a said train is allowedtime to be automatically accelerated upon approach of a said trainbefore the approaching train is slowed,

13. A railway control system comprising in combination a stretch oftrack, trains thereon, electrical contact conductor means parallelingsaid track, a current collector on each said train contacting saidconductor means, a direct current dynamo on each said train driven andconnected to develop a voltage representing the speed of the train onwhich located relative to the voltage produced by each other said train,conducting means for completing a control loop circuit between each twosaid trains through said control conductor means and through saiddynamos on each said train, electrically operated means on each saidtrain for controlling deceleration of the train, electrically operatedmeans on each said train for controlling acceleration of the train,means directing current from said dynamo on the train to operate saidmeans for controlling deceleration or to operate said means forcontrolling acceleration according to the current direction through saiddynamo on that train, switch means for an operator to select whether thetrain is to be automatically accelerated when approached by anothertrain, a control-circuit current bypass about said means for controllingdeceleration, a second switch means for closing said bypass so that anoperator can delay automatic deceleration, relay and delay means foropening said control-circuit bypass by excessive or sustained controlcurrent or by reduction of the control current to a low value whicheveercomes first, whereby a said train is decelerated whenever a said trainahead is not accelerated sufficiently.

14. In a railway as in claim 13, means for selecting the desired safespeed difference for coupling at speed comprising, means for adjustingthe output voltage of said dynamo over a limited range and means forcontrolling said means for adjusting to provide an adjusted voltagewhenever said switch means for closing said bypass is closed, saidvoltage adjustment being such that said trains are permitted to approachat a safe speed difierence for coupling.

15. In a railway system, in combination, a track, track circuit blockstherealong, multiple-unit self-propelled cars thereon, an electricalconductor paralleling said track, insulators spaced at substantiallyblock intervals for a distance in said conductor, relay and trackcircuit means for bridging electrically across each said block spacedinsulator upon the occupancy of the track for a length at least tosubstantially half a said block from each said block spaced insulator, acurrent collector on each said self-propelled car for contacting saidconductor, a dynamo which develops substantially full voltage on opencircuit on each said self-propelled car driven at a speed proportionalto car speed to develop a voltage representing the speed of the car onwhich located, current operated accelerating means and current operateddecelerating means in series with said dynamo between the ground or railand said conductor, said accelerating means and dccelerating means beingconnected to accelerate or decelerate the car on which located andcontrolled by the current supplied by the dynamos of two or more carsaccording to the direction of this current through the dynamo of the caron which located, said blocks and insulators limiting the range of thecurrent between cars.

16. In a railway system, the combination of a track, insulating meansdividing said track into track circuit blocks which are electricallyconnected to pass direct current from block to block, a controlconductor paralleling said track, insulators therein dividing saidconductor into insulated sections of substantially block length, tracl:circuit relays having contacts which bridge said insulators upon theapproach of a rail vehicle, multiple-unit rail vehicles on said trackhaving thereon the following: a polarized generating device driven at aspeed dependent on vehicle speed and having a polarity reversed by achange of direction of rotation of the wheels of the vehicle, a firstseries of relays for successively closing control circuits in parallelwith the operators controller to accelerate, a second series of relaysfor successively opening the control circuits in the reverse order ofclosing and for applying brakes, circuit means for directing current tosaid first or second series of relays according to the direction ofcurrent through said generating device, contact and conductor meansconnecting said generating devices across said control conductor and therails of said track, said track and control conductor completing acircuit between said vehicles upon the approach of said vehicles wherebycurrent through said generating devices represents a speed differencebetween said vehicles when close enough to be electrically connectedthrough said control conductor and effects speed control according tothe direction of said current.

17. In a railway system as in claim 16, insulators spaced at less thancar length dividing said control conductor for a distance longer thanthe stopping distance of a car to block automatic control currentbetween vehicles so that when the cars are uncoupled upon entering thisdistance they can be slowed without also slowing the train, saidinsulators being arranged to maintain a continuous running surface overwhich said cont-act means has moving contact.

18. In a railway system as in claim 16, a section of track forprotecting rail vehicles coextensive with which the conductivity of saidcontrol line is terminanted, a track circuit extending coextensive withsaid section, a first track circuit relay having its coil connectedacross the entrance end of said section and having back contacts, ashort track circuit block ahead of said section and longer than thelongest span between car wheels of a train thereon, a second trackcircuit relay having its coil connected across said short block andhaving front contacts, conducting means connecting said controlconductor ahead of said section to the rails ahead of said short blockthrough said contacts of said first and second relays in series, wherebya rail vehicle in said section will ground said control conductor to therear of said section to stop said rail vehicle approaching said section.

19. In a train to train control system an arrangement to extend andretract the zone of control about vehicles, comprising: three parallelcontact conductors each insulated from the others, insulators dividing afirst said conductor into block lengths, block circuits each comprisinga current supply connected across the first and another said conductorand relay means connected across the same two said conductors in thesame block length thereof so as to be engerized from said current supplyand alternately shorted by a vehicle in the block, insulators dividing asecond said conductor into block lengths and electrical conductive meansconnected across adjacent block lengths of this second said conductor inseries with contacts of said relay means arranged whereby a vehicleshorting said current supply will electrically bridge a plurality ofadjacent block lengths of the second said conductor together inclusiveof the block in which the vehicle is, vehicles each having an electricalcontrol signal source and moving contact means electrically connectingsaid source across the second said conductor and the third saidconductor to move thereon, control signal means in series with saidcontrol circuit, and whereby a control circuit is completed betweenvehicles within the zone of the blocks bridged by the vehicles and openbeyond this zone.

20. In a system as in claim 19, said control signal source being directcurrent dynamo and means for driving and exciting the dynamo to developa voltage relatively representing the vehicles speed, said controlsignal means including a direct-current ammeter in said controll circuitin series with the dynamo on that vehicle and in view of the operator ofthe vehicle.

21. In a railway system, the combination of a track, two control lineconductors paralleling said track and having insulators therein spacedat intervals each opposite substantially the middle of the distancebetween insulators of the other, multiple-unit rail vehicle units onsaid track, a control circuit between said units consisting of thefollowing: electrical means providing a voltage variable with andrepresenting vehicle speed, a first series of relays connected forclosing the control circuits in suc cession and in parallel with theoperators controller to accelerate, a second series of relay connectedfor opening the control circuits closed by said first series of relaysin the reverse order of closing and for applying the brakes, contactorson each said unit each for contacting one of said control conductors,conducting means connecting said contactors in series with saidelectrical means to the rails and means for connecting either saidseries of relays in the circuit through said electrical means accordingto the direction of current in the circuit closed through saidconductors and the rails between said rail vehicles whereby near unitsare electrically connected and speed diiferences controlled and unitsfar enough apart are electrically separated by said insulators.

22.. A system and circuits for controlling railway vehicle units tocouple and uncouple them at speed which comprises in combination; astretch of track; self-propelled rail vehicle units thereon; means totransmit a speed signal between said rail units; means selectivelyconducting responding to a transmitted signal indicating a train in thevicinity having a substantially different speed, a current supply,automatic controls connected through said selectively conducting meansacross said current supply, said automatic controls comprising a firstseries of relays having front contacts each after the first connectedthrough front contacts of the preceding relay of the series, a series ofdrive control circuits of successive speed steps each connected throughfront contacts of a relay of said first series in order of increasingspeed to accelerate the rail unit in steps, means to hold each saiddrive control circuit closed after closing, a second series of relayseach relay thereof after the first relay thereof connected throughcontacts of the preceding relay, contact means operated by said secondseries of relays to open said control circuits in steps from the highestnotch to the lowest and means actuated thereafter by said second seriesof relays to apply braking, said selectively conducting means passingcurrent to said first or second series of relays according to whetherrespectively the vehicle is traveling slower or faster than the speed ofthe fastest vehicle whose signal is received, and means for uncouplingthe vehicle units at speed; and means for interrupting signaling betweenvehicles after uncoupling whereby a unit uncoupled at speed can bestopped without effecting the speed of the forward unit.

23. A railway control system for controlling speed differences betweenrail vehicles and which comprises, a dynamo on each vehicle unit drivenand excited to develop a voltage variable with and representing thespeed of the vehicle unit Whereon located, conductors connecting saiddynamos externally between units, said dynamos being connected withsimilar polarity to the same conductor so that their voltages areopposing when vehicles are operating in the same direction, at least onetraction motor on each said vehicle unit, rotary contactors forcontrolling power to said traction motors, a reversible pilot motor forturning said contactors to increase or decrease power to the tractionmotors according to the direction of revolution of said pilot motor, areverse relay, a power source connected across said pilot motor throughfrom contacts of said reverse relay to increase speed and through backcontacts to return the pilot motor, a holding relay having back contactsin series with said source to stop the pilot motor, a drum switchconnected to rotate with fixed relation to said pilot motor, said drumswitch having a row of brushes engaging a first conductive face on thedrum which turns with increasing speed positions out from undersuccessive said brushes one for each stopping position of said rotarycontactors, a second conductive surface onto which the brushes areturned in succession as the drum turns toward full speed position andsized and positioned to hold the highest energized brush just after thatbrush leaves said first conductive face at a stopping position for saidrotary contactors, a first series of relays each having front contactsand a holding coil, current operated means for closing said relays insuccession, means in said control circuit for controlling said lastmentioned means according to the current direction in said controlcircuit to close said first series of relays when the current in saidcontrol circuit is of the direction received from a faster movingvehicle, a first circuit for energizing said reverse relay completed inseries through said first conductive surface and the holding coil andfront contacts of any relay of said first series and through allpreceding relays in the series, a second circuit for energizing saidhold relay completed in series through said second surface and theholding coil and front contacts of any relay of said first series andthrough all preceding relays in the series, a second series of relayscontrolled by a current in said control circuit of a directionindicating too high a speed, contacts controlled by said second seriesof relays to open said last mentioned circuit in steps from the highestspeed brush through the lowest.

24. In railway-transit automatic speed controls, means to automaticallynotch traction motor control power and comprising, a first series ofrelay means connected each above the first through contacts of thepreceeding to be energized in succession for increasing speed of thevehicle in steps, holding circuits for holding said first series ofrelay means energized after closing, switch means controlled by theoperator for opening said holding circuits, a second series of relaymeans each having contacts in series with a holding circuit to open saidholding circuits of the relay means of said first series consecutivelyin the reverse order from which they .were closed, and circuit means forproviding a control current of a value and direction to representrespectively the extent and direction of control desired to energizeeither said first or second series of relays according to the directionof the control current and means for providing time delay betweenoperation of the relays of said second series whereby speed adjustmentwhile the relays are being successively energized can reduce saidcontrol current whereby said first series of relays can remain energizedto any particular relay in said series when said control current diesout.

25. A control circuit for controlling traction motors and comprising incombination: a first and a second control circuit voltage source, meansfor varying the output of said first source with vehicle speed torepresent the speed of a vehicle, said second voltage sourcerepresenting a limiting speed for the vehicle according to the voltageand polarity supplied, a circuit connecting the two said sources inseries opposing, current direction discriminating means in said controlcircuit for passing or blocking current according to its direction, afirst series of relay means having front contacts, energizing coil meansif each said relay means being connected in parallel and each after thefirst being connected through front contacts of the preceeding and allbeing connected in series with said control circuit through said currentdis criminating means, serving to block or pass current to said relaymeans, said relay means having contacts on successive said relay meansfor controlling traction power in steps, and circuit means forcompleting the control circuit to pass a current blocked from saidseries of relays.

26. In a combination as in claim 25, successive said relay meansrequiring successively larger control current to operate to cause thenumber of relay means energized to represent the intensity of thecontrol current, successive said relay means being connected with lessresistance.

27. Controls for automatically accelerating and decelerating a vehiclein steps comprising in combination, a series of stick relay means havingfront contacts, accelerating control circuits which are to be closed insuccession each connected in series through front contacts and the stickcoil of a relay means of said series, a closing circuit for energizingeach said relay means and for energizing each above the first said relaymeans through contacts of the preceding and so close said controlcircuits in succession to increase speed, a second series of relay meanshaving front and back contacts, an opening circuit for energizing thefirst said second relay means and energizing each above the first saidsecond relay -means through front contacts of the preceding, said backcontacts each being connected in series each with a successive saidcontrol circuit to open a number of said control circuits in the reverseorder of closing to reduce speed to any automatic running notch.

28. In a control circuit for rail units wherein a direct currentrepresents a speed difierence between units, control means fordecelerating a rail unit upon reception of control current of a certainpolarity, switch means for delaying automatic deceleration by switchingthe control current away from said control means, and means forautomatically bypassing said switch means by connecting in said controlmeans to slow the unit when required and comprising, a multiple-contacttime-delay relay arranged to reset when deenergized and arranged andconnected to be energized from the unit to unit control circuit currentof value higher than that required to automatically control the units,relays arranged to actuate at successively lower values of power and tobe successively connected through contacts on said time-delay relay intothe control circuit for checking the reduction of control currentperiodically, said relays upon actuating each closing said controlcircuit to said control means.

29. A combination manual-automatic controller comprising; a series offirst relays having front contacts; a controller and power supply meansconnected through said controller across the coils of successive groupsof one or more successive said first relays in successive positions ofsaid controller for energizing said relays in successive groups;automatic accelerating control means for energizing said relays insuccession; a series of holding circuits each connected in series acrossa coil of a said relay, front contacts of that relay and front contactsof all of said relays preceding in the series, contacts for opening eachholding circuit; means for controlling traction motor contacts;successive relays in said first series being connected to incrementallyoperate said last mentioned means to successively higher speed motorconnections, and automatic decelerating means for opening any of saidholding circuits and all higher speed holding circuits to automaticallynotch down the traction motor power to any desired speed.

30. In railway-transit automatic speed control, means arranged toautomatically notch traction motor control power and including a pilotmotor for closing contacts to traction motors, a pilot motor positioningcylinder arranged to turn with said pilot motor, a series of controlcircuits and contact means connecting each said circuit with saidcylinder, a stepped conducting face on said cylinder and holdingconductive means next to each step on the face of said cylinder andarranged whereby said series of circuits makes contact with said steppedface and successively engages said holding means as said cylinder isrotated and successively reaches the remainder of the face of saidcylinder as the pilot motor turns in the direction which accelerates thetraction motors, a pilot motor reversing relay, a pilot motor stoppingrelay having back contacts, current supply means for driving said pilotmotor and circuit means whereby the armature of said motor is connectedfor accelerating through back contacts of both said relays to saidcurrent supply, and connected for deceleration through front contacts ofsaid reversing relay, slip ring and circuit means connecting the coilsof said reversing relay and said holding relay respectively to saidstepped face and said holding conductive means, a series of stick relaymeans for closing said control circuits in succession each after thefirst through contacts of the preceding, and a second series of relaymeans connected in parallel each after the first through contacts of thepreceding to be energized in succession and contacts on said secondseries of relay means connected to open said control circuits in thereverse order from which the control circuits were closed,

said second series of relays providing time delay between the opening ofsuccessive control circuits to permit the pilot motor to return notch bynotch providing fine speed adjustment and stable operation of therelays.

References Cited in the file of this patent UNITED STATES PATENTSEstwick Apr. 23, 1918 Doyle Oct. 29, 1918 Tomlinson Oct. 21, 1919Samuelson Sept. 21, 1929 Howe July 9, 1929 Alexanderson Feb. 11, 1930Lewis Mar. 28, 1939 FOREIGN PATENTS Great Britain July 9, 1908

